Improvement in blowing-engines



- UNITED STATES PATENT OFFICE.

JOHN FRITZ, OF BETHLEHEM, AND JAMES MOORE, OF PHILADELPHIA, PA.

lNlPROVEME-NT IN BLOWINGENGINES.

Specification forming part of Letters Patent- No. 43,67?, dated August 2, 1864.

having a steam-cylinder and blowing-cylinder arranged side by side and in juxtaposition with each other, substantially as hereinafter described, in combination with a cross-head,

connecting-rods, and crank-shaft of a strength sutlicient to resist the leverage imparted to the cross-head by the transmission through the same of the power of' the steam-cylinder to the blowing-cylinder.

in order to enable others skilledin the art to make anduse our invention, we will now proceed to describe its construction and operation. A

On reference to the accompanying drawings, which I'orm a part of this specification, Figure l is a side view of our improved blowing-engine, and:Fig. 2 a front view ofthe same.

A is the steam-cylinder, and B the blowingcylinder, of our improved engine, lhe said steam-cylinder being provided with the usual piston, having the piston-rodD, and with any suitable system of valves, operated by an eccentric on the crank-shaft or otherwise, and the blowing-cylinder being also provided wilh a suitable piston, having the piston-rod E, the usual arrangement of inlet and outlet passages and valve apparatus such as are employed in connection with engines of this class being used in the 'present instance.

As our invention has no :relation to any particular form or arrangement of valves, passages, and operating-gear, either for the steanrcylinder or blast-cylinder, it thas not been deemed necessary to illustrate or describe them.

-The cylinders A and B lare arranged side by side and as close to each other as circumstances will permit, both being secured to the plate F, andthe latter being secured to the i'onndation G, which is arranged by the pieces a a so tar beneath the said plate F that there may be suicient room between the two for;

the crank-shaft H and the two boxes ,h h., in which the shaft turns. Two frames .I and I are secured to the plate F, and are connected together at the top by the cross-'piece J, and in vertical slots in these frames slides the cross-head K, to which the two piston -rods D and E are rmly secured. To each end of the crank-shaft H is secured a ily-wheel, L, one boing 'situated on one side and the other on the opposite side of the'V frame-work and foundation of the engine. To each {1y-wheel,

v at the desired distance from the center, issecured a'pin, i, the pin of one wheel being connected to one end of the cross-head K by a rod, M, and the pin of the other wheel to the opposite end ot' the cross-head by a similar rod.

Of the blowing or blast engines now used' those which are termed hull-engines, those known as beam-engines,4 andthe ordinary horizontal engines ,are the most common. In the bull-engines the steam-cylinder is situated either directly above or directly below and in a line with the blowing-cylinder, there being'a cross head, two connectingrods, and a crankshaft to secure the uniform and limited movement of the piston. The great objection to engines ot' this class is, that they are of necessityy top-heavy, and demand heavy frames, braces, and staysin their construction. They are, moreover, of such an excessive height that access to many of the parts and the conducting of repairs is diilcultand dangerous. Beam-engines are necessarily costly structnres, and require massive beams and frames and very heavy foundations; at the same' time they occupy more space vthan canbe conveniently afforded near ordinary furnaces.

Horizontal engines have for various reasons been discarded by those experienced in this class of machinery', and they possess the disadvantage to a greater extent than beam;

engines of occupying an inordinate space.

Our improved engine has been designed with the view of arranging the whole ot' the parts so a-s to occupy as little room as possible in height, andwith the view of producing a blowing-engine with very light and simple frame-work, and one demanding but a very slight foundation As the power is imparted from the steamcylinder A to the blowing-cylinderB through the' cross-head K, a leverage proportionate to .tendency to cause constant lateral strains cient strength to withstand the same tensile the distance -between the two piston-rodsmust be exerted on the cross-head. This leverage will at first sight appear to be an insurmountable obstacle to the proper workin g ot our improved blowing-engine, owing to the to the piston rods, frame-work, and, in fact, the Whole engine, and this would certainly be the case but for the provisions we have made. to meet the difficulty. In the rst place, the cross-head is made strong enough to with stand the above-mentioned leverage; secondly, each connecting-rod must be made of suffi strain and crushing force as the piston D of the steam-cylinder, or, in other words, the two rods together must be strong enough to resist double the power of the engine; and, thirdly, the shaft H must also be of sufficient strength to transmit double the power of the engine. It will of course be understood that the ends of the rods M M, where they are connected to the cross-head and to crankpins, andthe (rink-pins themselves must be made proportionately strong and heavy. l

A blowing-engine constructed in accordance with the aboe-described arrangement ofcylinders and strengthening of the working parts has been' recently put in. operation and has been found to work with admirable steadincss and uniformity, and indicates no tendency whatever to rock or jar.

A blowing-engine having a steam-cylindmt and blowing-cylinder arranged side by side" and in juxtaposition with each other, in combination with a cross head, connecting-rods, aud.crank'shaft of a strength sufficient toresist the leverage imparted to the crosshead by the transmission through the same of the power of the steam-cylinderto the blowingcylinder, allsubstantially as set lforth.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

JOHN FRITZ. JAMES MOORE.

Witnesses:

A. I. EawiN, H. J. MILcHsAeH. 

